Bearing and drive means for vehicles



BEARING AND DRIVE MEANS FOR VEHICLES Filed Feb. 11, 195o 9 sheets-sheet 1 45 @l 42 4Z' 75 j; 229 54j .5:1 163 43 9 f l/ f as L 166 215 v* l t I /l I I' l l 46 1| |161 22 l g l! 161 3 |l||'1.53; '167ml t HI' 229/ il I ,y 1&5 1 li [n I I g 'l' 1|; I

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BEARING AND DRIVE MEANS FOR VEHICLES Filed Feb. 11, 195o 9 Sheets-Sheet 2 Oct. 26, 1954 s. E. HILL 2,692,506

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BEARING AND DRIVE MEANS FOR VEHICLES Filed Feb. ll, 1950 9 Sheets-Sheet 6 Oct. 26, 1954 s, E, H|| 2,692,506

BEARING AND DRIVE MEANS FOR VEHICLES Filed Feb. ll, 1950 9 Sheets-Sheet 7 rfi 4 93 101 I I I 102 H| i w W4 ff l l/fj/y* 9.5 J ff I 96,|| 10.5 103' |97 1J 1R09 253;: "99 L IH* l f"- l 101 f ll IM I I* l W l 96 Oct. 26, 1954 s. E. HILL BEARING-AND DRIVE MEANS FOR VEHICLES Filed Feb. 11, 1950 Oct. 26, 1954 s. E. HILL 2,592,505

BEARING AND DRIVE MEANS FOR VEHICLES Filed Feb. 11, 1950 9 Sheets-Sheet 9 Patented Oct. 26, 1954 BEARING AND DRIVE BIEAN S FOR VEHICLES Stanley E. Hill, Kankakee, Ill., assignor to Sears, Roebuck and Co., Chicago, Ill., a corporation of New York Application February 11, 1950, Serial No. 143,705

3 Claims.

The present invention relates to farm vehicles generally and more particularly to bearing and drive means for such a vehicle.

The principal object of the present invention is the provision in a traction-powered vehicle of improved bearing and drive means adapted to be adjustable to compensate for the wear of the parts thereof.

With this and other objects in View, attention will now be given to the various structural details which all and singular combine to accomplish the foregoing and other objects as will be revealed hereinafter. In connection with the detailed explanation which is to follow, attention will be directed to the accompanying drawings in which like reference numerals designate corresponding parts throughout and in which:

Fig. 1 is a side elevational vieW of a farm vehicle, for example, a manure spreader in which have been embodied the features of the present invention.

Fig. 2 is a slightly enlarged rear perspective View of the manure spreader featured in Fig. 1 with a portion of the drive mechanism case broken out to reveal the details of the power distribution system.

Fig. 3 is an inverted plan View of the same apparatus.

Fig. 4 is a perspective view looking downward from a rearmost angle.

Fig. 5 is an enlarged transverse sectional View taken approximately on line 5-5 of Fig. 3.

Fig. 6 is an enlarged detailed sectional View of one end of the principal axle on which is carried the drive sprocket.

Fig. 7 is a fragmentary enlarged sectional view which features the beam tube journal support of the principal axle.

Fig. 8 is an enlarged detailed sectional view taken approximately on line 8 6 of Fig. 6.

Fig. 9 is an enlarged end elevational view of the axle hub cab as viewed from line 9-9 on Fig. 6 with the portions broken away to. reveal the axle assembly structure.

Fig. 10 is an enlarged detailed sectional View taken approximately on line lll-l0 of Fig. 6.

Fig. 11 is an enlarged detailed sectional view taken approximately on line H-H of Fig. 6.

Fig. 12 is a slightly enlarged side elevational view of the left hand side of the vehicle showing portions of the chain and belt driven power train.

In the drawings the reference numeral 3l designates generally a wagon body preferably fabricated of sheet metal and comprised essentially of a forward wall section 32, a left side wall section 33, a right side wall section 34 and a iioor panel 35 whose side edges are angularly bent as at 36 terminating with the upstanding securement flanges 31 which may be bolted as at 38 or riveted at spaced intervals to the side wall sections.

The two body side wall sections 33 and 34 are profiled in a characteristic manner so as to aiord symmetrically opposite hump portions 4i and 42 in the rearward region. In order to afford additional rigidity at this point both to the humps 4l and 42 as well as to the functional mechanism which is journaled in this region, there may be provided an inverted U-shaped yoke channel 44 Whose sides 45 and 46 are bolted to the side frames 33 and 34. In addition, the side sections of this yoke may carry the journal collars 48 in which rotate the primary beater assembly 43 which consists of a shaft 49 journaled at its ends in the bearings or collars 48 on which are welded a pair of drum disks 5l. At one end the shaft 49 ends abruptly with a cotter retainer pin but at the opposite end this shaft carries a sprocket wheel 58 (see Fig. l2) which meshes with the links of an endless belt chain 59 whereby rotation is imparted to the beater assembly 43 as Well as to other components.

To the rear and slightly below the primary beater 43 just described is a secondary beater 6|, Figs. 2 and 4, which is constructed generally similar to the beater 43 being provided with beater rods or fingers 62 carried by a longitudinal channel 63, the latter being supported on drum disks 64. In this case the principal shaft 65 extends through both of the side sections 33 and 34. Power for rotating shaft 65 is also derived from belt chain 59 which courses around the sprocket Wheel 61 carried by shaft 65 imparting a similar direction of rotation to shaft 65 that it does to shaft 49. At the opposite end shaft 65 carries a driving gear 68 which meshes with the belt chain 69 which transmits a rotary motion to a driven pinion 1|. The latter is carried on the end of shaft 12 on which are secured a distribution of rotatable paddles 13.

Referring now particularly to Fig. 5, attention is directed to the endless chain belt 59 which has already been described as meshing with the sprocket wheels 58 and 61 of shafts 48 and 65, respectively. This belt is disposed in a modified triangular arrangement encircling an idler sprocket 14 which is carried on the free end of a lever arm 'l5 stationarily pivoted at 16. At the mid-point 'l1 of arm 'l5 there is connected one end of a pair of toggle levers 18-19 hung at pivot 8| and capable of being actuated by a pull link 82. When the link is moved forward, that is to say, in the direction in which the vehicle travels, the toggle levers 18-19 are straightened out, forcing the horizontal ight of belt 59 into engagement with the teeth of a driving sprocket 83. On the other hand, when the link 82 is relaxed and permitted to recede under the influence of a spring 88 which will later be described, the toggle levers 18-19 fold towards each other raising the horizontal night of belt 59 away from the teeth of sprocket 83.

Also pivoted at 16 is a slack take-up lever 84 which carries a pair of idler pinions 85 internal of the belt and 86 external thereof. The spring 88 urges arm 84 in a clockwise direction about its pivot 16 causing the idler pinions 85 and 86 to take up available slack when the clutch control toggles 18-19 are relaxed which is the condition shown in Fig. 5. On the other hand, during the engagement position when these clutch toggles are straightened out one with respect to the other, the spring 88 becomes distended as the idler pinions 85 and 86 rise to give length to the chain where it is required for engagement with sprocket 83.

The driving sprocket 83, see also Fig. 6, is bolted as at 9| to the flange 92 of a driven portion 93 of a tooth clutch, the details of which may be best ascertained from Fig. 8 where it may be observed to include a coupling head provided with a pair of opposed socket projections 94 that give journal at cylindrical apertures 95 to the clutch dogs 90. The latter constitute alternately acting interponents urged by the springs 91 to present their shouldered extremities 98 into the path of oncoming clutch teeth 99. The teeth 99 are strikingly obtuse in sectional formation, as will be understood from Fig. 8, but notwithstanding, their side surface encountering squarely as they do the shoulders 98 of dogs 96 transmit a rotary motion which originates with the casting |02 carried integrally with the flanges |93 of the roller wheels |04, Fig. 3, and in the manner described, impart this rotation to the driven element 93 of the clutch combination H12- 93.

The foregoing condition obtains provided that the forward motion of the vehicle imparts counterclockwise motion (Fig. 8) to the driving element |02 which causes the surfaces to encounter squarely the shoulders 93. When the vehicle is backed causing the wheels |04 and the driving elements |02 to be rotated in a clockwise direction, the camining surfaces |105 encounter the tops of the coupling dogs 99 compressing their springs 91 whereupon the dogs 90 are made to describe successive clicking motions as they reciprocate between their depressed and elevated positions alternately. It will thus be seen that only the forward motion of the vehicle is made to give power to the principal belt 59, whereas backing motion of the vehicle is spent idly so far as the driving chain is concerned.

A secondary significance of the clutch drive mechanism is one which will be better observed by attention to Fig. 6. Here it will be notedthat driven casting 93 is provided with a cylindrically extending sleeve |01 which is keyed as at |08 to the shaft |09. Near each of its ends as at H| shaft |99 is knurled for the purpose of frictionally receiving the inner race i2 of a roller bearing assembly whose outer race ||3 is drive fitted into a recessed end of a tubular housing lili.

Around the outer surface of the housing ||4 which, for reasons which will now be explained, is preferably an accurately milled cylindrical member, there is provided a journal as at ||5 formed of a flange ring or circle which is then machined to t the milled member.

It is to be observed that in connection with shaft |09, which carries the brunt of the driving torque for the mechanism already described and for additional mechanism which is yet to be described and constitutes a comparatively lengthy member traversing the full width of the vehicle and extending substantially for idler Wheel accommodations at both sides thereof, journaling provision is made in close vertical proximity to its wheel mount whereby is reduced to a minimum the transverse torsional strain and by extending the keying sleeve |01 outwardly as will be observed in Figs. 5 and 6, there is provided abundant feathering for securing the casting 93 to the shaft |09.

Minimization of bearing journals in farm implement design is an important accomplishment for the reason that such implements are to be spared as much as possible frequent servicing attention and lubrication. By making the outer bearing surface of sleeve |51 of ample length as has been done, there is provided adequate journal surfaces for carrying the hub and coupling casting |02. To lubricate this journal a pressure grease fitting i6 is provided communicating with a peripheral grease storage space ||1.

'The journal portion I8 of hub |02 is oo nned adjustably on the sleeve |01 between the shoulder H5 of member 93 and a screw threaded flange nut |2| which is preferably castellated as is clear from Fig. 9. Upon achieving a proper drawing up of the nut |2|, it may be retained in position by the placement of cotter pin |22 through a hole in the shaft |09 and through an alignment of the castellated formation apertures.

Between the shoulder ||9 and the confinement of nut |2| the journal portion H8 is given end thrust confinement as well as significant protection against grit and soil infiltration. The grease fitting E23 in member 93 provides lubrication accessibility for the taper pin roller bearing which includes the races ||2 and ||3.

Housing tube |14, Fig. 5, will accordingly be understood to constitute a transverse supporting beam for the principal driving shaft |09 and to be held against rotation in a nesting which includes a pair of yoke channels |25 which are located under each of the longitudinally extending angle bars |29 and |21 between which is held an under-bent flange of the side frames |28 and 529. The tubular housing ||4 may be apertured as at 13| and as at |32, Fig. 11, for receiving alignment pins |33 and |34 welded or riveted respectively to the yokes |25 and to the yoke straps 35.

The wagon body is principally supported on the rolling wheels |94 of which there are two as has already been explained and the rolling motion incident to drawing the vehicle imparts through the wheel axle |09 the power which is required to operate the various beater and distributor accessories. The location of axle |09 with respect to the weight distribution of the vehicle is such that a signicant preponderance prevails at the rearward end of the unit (see particularly Fig. 1).

While the present invention has been explained and described with reference to a specic contemplation of embodiment, it will be understood,

nevertheless, that numerous variations and modications are susceptible of incorporation before departing from the essential spirit or scope thereof. Accordingly, it is not intended to be limited by the terminology of the foregoing specication or the details in the accompanying drawings except as indicated on the hereunto appended claims.

I claim:

1. Bearing and drive means for a vehicle comprising a tubular housing adapted to be secured to the body of said vehicle, an axle extending through said housing with predetermined lengths of protrusion at opposite ends, a tapered roller ybearing assembly at each end of said housing and having its outer race ring drive-fitted therein and its inner race ring frictionally seated upon said axle in operative relation to said outer race ring to receive therebetween a plurality of tapered rollers, a sleeve keyed to each end of said axle and having a portion tting said predetermined length of axle protrusion and shouldering against the respective inner race ring, said sleeve having other portions overlying and journalled upon a respective end of said tubular housing, a wheel journalled on said sleeve, clutch means effecting driving engagement between said sleeve and said wheel, and means including a nut threaded upon each outermost end of said axle for critically adjusting the axial disposition of said sleeve and therethrough the disposition of the inner ring of said bearing assembly to take up Wear therein.

2. Bearing and drive means for a vehicle comprising a tubular housing adapted to be secured to the body of said vehicle, an axle extending through said housing with predetermined lengths of protrusion at opposite ends, a tapered roller bearing assembly at each end of said housing and having its outer race ring drive-fitted therein and its inner race ring frictionally seated upon said axle in operative relation of tapered rollers, a sleeve keyed to each end of said axle and having a portion tting said predetermined length of axle protrusion and shouldering against the respective inner race ring, said sleeve having other portions overlying and journalled upon a respective end of said tubular housing, a wheel journalled on said sleeve, clutch means eiecting driving engagement between said sleeve and said Wheel, power take-off means connected at least to one of said sleeves whereby rolling motion of one of said Wheels is translated to said power take-off means.

3. Bearing and drive means for a vehicle comprising a tubular housing adapted to be secured to the body of said vehicle, an axle extending through said housing with a predetermined length of protrusion at least at one end thereof, a tapered roller bearing assembly at said end of said housing and having its outer race ring drive-tted therein and vits inner race ring frictionally seated upon said axle in operative relation to said outer race ring to receive therebetween a plurality of tapered rollers, a sleeve keyed to the protruding end of said axle and shouldering against the respective inner race ring, said sleeve having a portion overlying and journalled upon a respective end of said tubular housing, a Wheel journalled on said sleeve, clutch means effecting driving engagement between said sleeve and said wheel and means including a nut threaded upon the outermost end of said axle protrusion for critically adjusting the axial disposition of said sleeve and therethrough the disposition of the inner ring of said bearing assembly to take up wear thereof.

References Cited in the lle of this patent UNITED STATES PATENTS Number Name Date 517,235 Pettit Mar. 27, 1894 1,659,858 Cooper Feb. 2l, 1928 1,790,730 Synck Feb. 3, 1931 2,066,862 Synck Jan. 5, 1937 2,343,303 Kuhlman 1 Mar. 7, 1944 2,486,214 Seaholm Oct. 25, 1949 2,496,162 Hurt Jan. 31, 1950 

